Data Acquisition Utilizing Spare Databus Capacity

ABSTRACT

Systems and methods for data acquisition utilizing spare or unused databus capacity are provided. In one example aspect, the system includes a vehicle that includes an engine and a controller. The controller generates a data file indicative of Continuous Engine Operation Data (CEOD). The data file is transmitted over a serial databus to a bus recorder. Particularly, the data file is continuously generated by the controller and stored in a buffer. The available bandwidth of a transmission frame for the serial databus is determined. A portion of the data file is retrieved from the buffer based at least in part on the determined bandwidth. The portion of the data file is divided into relatively small transmission payloads and packed into the available bandwidth of the transmission frame. This process is repeated on a continuous basis and the bus recorder records the data. The data file is then reconstituted and decoded.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/747,228, filed on Oct. 18, 2018, entitled “DATAACQUISITION UTILIZING SPARE DATABUS CAPACITY,” which is incorporatedherein by reference in its entirety.

FIELD

The subject matter of the present disclosure relates generally to dataacquisition utilizing spare or unused bandwidth of a databus.

BACKGROUND

An aircraft can include one or more engines for propulsion of theaircraft. Each engine can include and/or can be in communication withone or more electronic engine controllers (EECs). The EECs can recorddata related to their associated engines, such as continuous engineoperating data (CEOD). If the data resides on the EECs, a number ofchallenges can arise. For instance, the EEC may require additional orsubstantial memory devices to store the data, especially if the EECs aretasked with recording data for multiple flights. Further, it can bedifficult for a ground station or end user to obtain and use the data.For example, accessing the EECs can be difficult and time consuming asEEC are typically mounted under the cowls of the engine. Thus, the EECsmust be accessed while the aircraft is on the ground and the entire datafile is typically downloaded at once, which as noted above, is timeconsuming and typically requires a mobile terminal.

Some aircrafts include Ethernet-based databus that communicativelycouple EECs with an engine interface unit (EIU) of the aircraft.Ethernet-based databus typically have the bandwidth capacity to transmitlarge data files to the EIU. Therefore, engine data can be transmittedover the Ethernet databus, and thus, the engine data no longer resideson the EECs. However, many aircrafts include a serial databus, such ase.g., ARINC 429, MIL-STD-1553, etc., and not an Ethernet-based databus.Serial databus are more limited in their bandwidth capacity andconsequently conventionally it has not been possible to transmit largedata files (e.g., CEOD) over serial databus. Rather, such serial databushave been used conventionally to only transmit certain engine parametersto an EIU, such as fan speed, core speed, etc.

Accordingly, improved systems and methods that address one or more ofthe challenges noted above would be useful.

BRIEF DESCRIPTION

Aspects and advantages of embodiments of the present disclosure will beset forth in part in the following description, or may be learned fromthe description, or may be learned through practice of the embodiments.

One example aspect of the present disclosure is directed to a system.The system includes a vehicle. The vehicle has a vehicle interface unitpositioned onboard the vehicle, a bus recorder, and a databus. Thevehicle also has a computing device positioned onboard the vehicle andcommunicatively coupled with the vehicle interface unit and the busrecorder via the databus. The computing device is configured to:generate a data file; store the data file in a buffer of the computingdevice; determine an available bandwidth of a transmission frame for thedatabus; retrieve a selectively-sized portion of the data file based atleast in part on the available bandwidth of the transmission frame;divide the retrieved selectively-sized portion of the data file intotransmission payloads; and allocate the divided transmission payloadsinto available slots of the transmission frame, wherein the transmissionframe is transmitted over the databus and is received by the busrecorder.

In some embodiments, the transmission frame is one of a plurality oftransmission frames of a transmission schedule transmitted to andreceived by the bus recorder over the databus. In such embodiments, foreach of the plurality of transmission frames of the transmissionschedule, the computing device is configured to: determine an availablebandwidth of one of the plurality of transmission frames; retrieve aselectively-sized portion of the data file based at least in part on theavailable bandwidth for the one of the plurality of transmission frames;divide the retrieved selectively-sized portion of the data file intotransmission payloads; and allocate the divided transmission payloadsinto available slots of the one of the plurality of transmission frames,and wherein the plurality of transmission frames of the transmissionschedule are continuously transmitted over the databus and are receivedby the bus recorder.

In some embodiments, the vehicle further includes an onboard computingdevice communicatively coupled with the bus recorder. The onboardcomputing device is configured to: receive the plurality of transmissionframes; and reconstitute the data file based at least in part on thereceived plurality of transmission frames.

In some embodiments, the system further includes a remote station, andwherein the vehicle further comprises a communication unit positionedonboard the vehicle and communicatively coupled with the bus recorder,the communication unit operable to transmit the plurality oftransmission frames to the remote station.

In some embodiments, the remote station includes a remote computingdevice. The remote computing device is configured to: receive theplurality of transmission frames; and reconstitute the data file basedat least in part on the received plurality of transmission frames.

In some embodiments, reconstituting the data file includes extractingthe transmission payloads from each of the plurality of transmissionframes and sequentially constructing the transmission payloads into areconstituted data file.

In some embodiments, the remote computing device is further configuredto: decode the reconstituted data file to render a human-readable file.

In some embodiments, each of the transmission payloads form a portion ofa data word, and wherein each of the data words has a label indicatingthe transmission payload is associated with the data file.

In some embodiments, the label indicating the transmission payload isassociated with the data file is allocable into more than one of theavailable slots of the transmission frame. In some embodiments, thelabel indicating the transmission payload is associated with the datafile is allocable into successive available slots of the transmissionframe.

In some embodiments, one or more of the data words include a counterpayload indicating a count of the transmission frame or a transmissionpayload count.

In some embodiments, the vehicle is an aircraft having a cockpit and anavionics bay, and wherein the bus recorder is positioned in one of thecockpit and the avionics bay.

In some embodiments, the computing device is an electronic enginecontroller (EEC) and the vehicle interface unit is an engine interfaceunit of the vehicle.

In some embodiments, the vehicle interface unit positioned onboard thevehicle is operable to ignore the divided transmission payloadsallocated into the available slots of the transmission frame.

Another example aspect of the present disclosure is directed to amethod. The method includes generating, by one or more computing devicespositioned onboard a vehicle, a data file. The method also includesstoring, by the one or more computing devices, the data file in astorage device of the one or more computing devices. Further, the methodincludes determining, by the one or more computing devices, an availablebandwidth of a transmission frame for a databus. Moreover, the methodincludes retrieving, by the one or more computing devices, aselectively-sized portion of the data file based at least in part on theavailable bandwidth of the transmission frame. In addition, the methodincludes dividing, by the one or more computing devices, the retrievedselectively-sized portion of the data file into transmission payloads.The method also includes allocating, by the one or more computingdevices, the divided transmission payloads into slots of thetransmission frame. Further, the method includes transmitting, over thedatabus, the transmission frame. In addition, the method includesreceiving, at a bus recorder positioned onboard the vehicle andcommunicatively coupled with the one or more computing devices, thetransmission frame.

In some implementations, the transmission frame of the databus comprisesone or more non-available slots having one or more data words allocatedtherein.

In some implementations, the transmission frame is one transmissionframe of a plurality of transmission frames of a transmission schedule.In such implementations, the method further includes determining, foreach of the plurality of transmission frames and by the one or morecomputing devices, an available bandwidth of the transmission frame;retrieving a selectively-sized portion of the data file based at leastin part on the available bandwidth for the transmission frame; dividingthe retrieved selectively-sized portion of the data file intotransmission payloads; allocating the divided transmission payloads intoavailable slots of the transmission frame; transmitting, over thedatabus, the plurality of transmission frames; and receiving, at the busrecorder, the plurality of transmission frames. In some implementations,the plurality of transmission frames can be continuously transmittedover the databus. In some implementations, the plurality of transmissionframes can be continuously received by the bus recorder.

In some implementations, the bus recorder is communicatively coupledwith a wireless communication unit. In such implementations, the methodfurther includes storing, by the bus recorder, the received plurality oftransmission frames as bus data; and transmitting, via the wirelesscommunication unit, the bus data to a remote station.

In some implementations, the remote station includes a remote computingdevice. In such implementations, the method further includes: receiving,by the remote computing device, the bus data; and reconstituting thedata file based at least in part on the bus data.

Yet another example aspect of the present disclosure is directed to anaircraft. The aircraft includes an engine. The aircraft also includesone or more aircraft systems. The aircraft further includes an engineinterface unit positioned onboard the vehicle and communicativelycoupled with the one or more aircraft systems. Moreover, the aircraftincludes a bus recorder and a serial databus. In addition, the aircraftincludes an engine controller having a storage device and positionedonboard the vehicle, the engine controller communicatively coupled withthe engine interface unit and the bus recorder via the serial databus.The engine controller is configured to: generate a binary data fileindicative of continuous engine operating data; store the binary datafile in a storage device of the engine controller; determine anavailable bandwidth of a transmission frame for the serial databus;retrieve a selectively-sized portion of the binary data file based atleast in part on the available bandwidth of the transmission frame;divide the retrieved selectively-sized portion of the binary data fileinto transmission payloads; and allocate the divided transmissionpayloads into available slots of the transmission frame, and wherein thetransmission frame is transmitted over the serial databus and isreceived and stored by the bus recorder.

In some embodiments, the aircraft has a cockpit and an avionics bay, andwherein the bus recorder is positioned in one of the cockpit and theavionics bay, and wherein the engine controller is mounted to theengine.

In some embodiments, the aircraft further includes a communication unitcommunicatively coupled with the bus recorder, the communication unitoperable to transmit the plurality of transmission frames to a remotestation.

In some embodiments, the remote station is operable to receive theplurality of transmission frames and has one or more remote computingdevices configured to: reconstitute the binary data file based at leastin part on the received plurality of transmission frames to render areconstituted data file; and decode the reconstituted data file torender a human-readable file.

In another aspect, a method is provided. The method includes receiving,by a remote station, bus data comprised of a transmission frametransmitted over a databus to a bus recorder, the transmission framepacked with one or more transmission payloads, wherein the one or moretransmission payloads are packed into the transmission frame by:generating, by one or more computing devices positioned onboard avehicle, a data file; storing, by the one or more computing devices, thedata file in a storage device of the one or more computing devices;determining, by the one or more computing devices, an availablebandwidth of the transmission frame; retrieving, by the one or morecomputing devices, a selectively-sized portion of the data file from thestorage device based at least in part on the available bandwidth;dividing, by the one or more computing devices, the retrievedselectively-sized portion of the data file into the one or moretransmission payloads; allocating, by the one or more computing devices,the divided one or more transmission payloads into slots of thetransmission frame.

In some implementations, the allocated transmission frame is transmittedover the databus to a bus recorder positioned onboard the vehicle.

In some implementations, the remote station is a ground station.

In some implementations, the transmission frame is one of a plurality oftransmission frames of the bus data, and wherein the plurality oftransmission frames are packed with one or more transmission payloads,and wherein the one or more transmission payloads are packed into eachtransmission frame by: generating, by the one or more computing devicespositioned onboard the vehicle, the data file; storing, by the one ormore computing devices, the data file in the storage device of the oneor more computing devices; determining, by the one or more computingdevices, an available bandwidth of the transmission frame; retrieving,by the one or more computing devices, a selectively-sized portion of thedata file from the storage device based at least in part on theavailable bandwidth; dividing, by the one or more computing devices, theretrieved selectively-sized portion of the data file into the one ormore transmission payloads; and allocating, by the one or more computingdevices, the divided one or more transmission payloads into slots of thetransmission frame.

In yet another aspect, a system is provided. The system includes avehicle having one or more computing devices including a storage device,a databus, and a bus recorder. Further, the system includes a stationhaving one or more computing devices, the one or more computing devicesconfigured to: receive bus data comprised of a transmission frametransmitted over the databus to the bus recorder, the transmission framepacked with one or more transmission payloads, wherein the one or morecomputing devices of the vehicle pack the one or more transmissionpayloads into the transmission frame by: generating a data file; storingthe data file in a storage device of the one or more computing devicesof the vehicle; determining an available bandwidth of the transmissionframe; retrieving a selectively-sized portion of the data file from thestorage device based at least in part on the available bandwidth;dividing the retrieved selectively-sized portion of the data file intothe one or more transmission payloads; and allocating the divided one ormore transmission payloads into the transmission frame.

In some embodiments, the station is a remote ground station.

In some embodiments, the station is onboard the vehicle.

In some embodiments, the databus is a serial databus, such as any of theserial databus described herein.

In another aspect, a non-transitory computer readable medium isprovided. The non-transitory computer readable medium comprisingcomputer-executable instructions, which, when executed by one or moreprocessors of an engine controller associated with an engine of anaerial vehicle, cause the one or more processors of the enginecontroller to: generate a data file; store the data file in a buffer ofthe engine controller; determine an available bandwidth of atransmission frame for a databus communicatively coupling the enginecontroller and a bus recorder of the aerial vehicle; retrieve aselectively-sized portion of the data file from the buffer based atleast in part on the available bandwidth of the transmission frame;divide the retrieved selectively-sized portion of the data file intotransmission payloads; allocate the divided transmission payloads intoavailable slots of the transmission frame; and cause transmission of theallocated transmission frame to the bus recorder over the databus.

In some embodiments, the databus is a serial databus, such as any of theserial databus described herein.

In some embodiments, each of the transmission payloads form a portion ofa data word, and wherein each of the data words has a label indicatingthe transmission payload is associated with the data file.

In some embodiments, the label indicating the transmission payload isassociated with the data file is allocable into more than one of theavailable slots of the transmission frame. In some embodiments, thelabel indicating the transmission payload is associated with the datafile is allocable into successive available slots of the transmissionframe.

In some embodiments, one or more of the data words include a counterpayload indicating a count of the transmission frame or a transmissionpayload count.

In some embodiments, the aerial vehicle has a cockpit and an avionicsbay, and wherein the bus recorder is positioned in one of the cockpitand the avionics bay.

In some embodiments, the transmission frame is one of a plurality oftransmission frames of a transmission schedule.

In some embodiments, the aerial vehicle further includes an onboardcomputing device communicatively coupled with the bus recorder. Theonboard computing device is configured to: receive the plurality oftransmission frames; and reconstitute the data file based at least inpart on the received plurality of transmission frames.

Other example aspects of the present disclosure are directed to systems,methods, aircrafts, engines, controllers, devices, non-transitorycomputer-readable media for recording and communicating engine data.Variations and modifications can be made to these example aspects of thepresent disclosure.

These and other features, aspects and advantages of various embodimentswill become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the present disclosure and, together with thedescription, serve to explain the related principles.

BRIEF DESCRIPTION OF THE DRAWINGS

Detailed discussion of embodiments directed to one of ordinary skill inthe art are set forth in the specification, which makes reference to theappended figures, in which:

FIG. 1 provides a schematic view of an example data acquisition systemaccording to example embodiments of the present disclosure;

FIG. 2 provides another schematic view of the data acquisition system ofFIG. 1;

FIG. 3 provides a diagram of an example manner in which a data file canbe stored or written to a buffer of the data acquisition system of FIG.2;

FIG. 4 provides an example transmission schedule for a serial databus ofdata acquisition system of FIG. 2;

FIG. 5 provides a diagram of an example data word in accordance with anexample embodiment of present disclosure;

FIG. 6 provides a flow diagram for retrieving, dividing, and allocatingportions of the data file in accordance with an example embodiment ofpresent disclosure;

FIG. 7 provides another view of the transmission schedule of FIG. 4depicting data words allocated or packed into the available slots of atransmission frame of the transmission schedule;

FIG. 8 provides a view of a portion of an example transmission scheduledepicting various transmission frames in accordance with an exampleembodiment of present disclosure;

FIG. 9 provides a view of a portion of an example transmission scheduledepicting various transmission frames in accordance with an exampleembodiment of present disclosure;

FIG. 10 provides a block diagram depicting an example manner in whichbus data can be reconstituted in accordance with an example embodimentof the present disclosure;

FIG. 11 provides a flow diagram of an example method for transmitting adata file over a serial databus in accordance with an example embodimentof the present disclosure;

FIG. 12 provides a schematic view of a computing system for implementingone or more aspects of the present disclosure according to exampleembodiments of the present disclosure; and

FIG. 13 provides example vehicles according to example embodiments ofthe present disclosure.

DETAILED DESCRIPTION

Reference now will be made in detail to embodiments, one or moreexamples of which are illustrated in the drawings. Each example isprovided by way of explanation of the embodiments, not limitation of theembodiments. In fact, it will be apparent to those skilled in the artthat various modifications and variations can be made in the presentdisclosure without departing from the scope or spirit of the invention.For instance, features illustrated or described as part of oneembodiment can be used with another embodiment to yield a still furtherembodiment. Thus, it is intended that the present disclosure covers suchmodifications and variations as come within the scope of the appendedclaims and their equivalents.

As used in the specification and the appended claims, the singular forms“a,” “an,” and “the” include plural referents unless the context clearlydictates otherwise. The use of the term “about” in conjunction with anumerical value refers to within 25% of the stated amount.

Example aspects of the present disclosure are directed to systems,vehicles, and methods for data acquisition utilizing spare or unusedbandwidth of a databus. In one example aspect, a data acquisition systemis provided. The data acquisition system includes a vehicle and a remotestation. The vehicle can include one or more engines and one or morecomputing devices or engine controllers associated with the one or moreengines. The one or more engine controllers can receive sensor inputsfrom various sensors of the engines and can generate a binary data fileindicative of continuous engine operation data (CEOD). The CEOD can becontinuously generated as the engines operate. The vehicle can include aserial databus (e.g., an ARINC429 databus) over which data can betransmitted. For instance, one or more sensed, calculated, and/orpredicted parameters relating to the one or more engines can be packedinto a transmission frame and transmitted over the serial databus to avehicle interface unit, such as an engine interface unit. The engineinterface unit receives the parameters and routes them to variousvehicle systems, e.g., for controlling the vehicle. For example, theengine interface unit can route one or more parameters to a flightmanagement system of an aircraft.

Notably, conventionally many of the transmission frames transmitted overthe serial databus have unused bandwidth. However, in accordance withexample aspects of the present disclosure, the systems and methodsdescribed herein utilize the spare or available bandwidth capacity ofone or more transmission frames to transmit a relatively large datafile, e.g., a CEOD binary data file. Particularly, the one or moreengine controllers can generate a data file. The data file can berelatively large. As the data file is generated by the enginecontrollers, the data file is written to or stored in a buffer of theengine controllers. The one or more engine controllers determine theavailable bandwidth of a particular transmission frame of a transmissionschedule for the serial databus. Based at least in part on the availablebandwidth determined, the one or more engine controllers retrieve orpull a selectively-sized portion of the data file from the buffer. Asone example, the selectively-sized portion of the data file retrievedfrom the buffer can be the same size as the determined availablebandwidth. As another example, the selectively-sized portion of the datafile retrieved from the buffer can be a smaller size than the determinedavailable bandwidth. Once the selectively-sized portion of the data fileis retrieved from the buffer, the portion of the data file is dividedinto relatively small-sized transmission payloads. The transmissionpayloads can be loaded into a data word and a label can be assigned tothe data word indicating that the data loaded into the data word isrelated to the data file generated by the engine controllers.

Next, the transmission payloads, or the data words in which thetransmission payloads are loaded, are allocated or packed into slots ofa particular transmission frame. That is, the transmission payloads arepacked into slots representative of the available bandwidth capacity ofthat particular transmission frame. As will be appreciated, some of theslots of the transmission frame are unavailable, or used fortransmitting data to the engine interface unit of the vehicle, e.g., forcontrolling the vehicle.

The allocated or packed transmission frame is then transmitted over theserial databus to various receiving devices, such as the engineinterface unit. Additionally, in accordance with example aspects of thepresent disclosure, the system includes a bus recorder operable toreceive and record data transmitted over the serial databus. The busrecorder can record all data transmitted over the serial databus orselective portions of the data. For instance, the bus recorder canrecord only data relating to the data file originating at the one ormore engine controllers. One or more data fields of the data words canindicate that the data word is associated with the generated data file,as opposed to data words associated with data destined for the engineinterface unit or some other receiving device.

The process of generating the data file by the one or more enginecontrollers and storing or writing the data file to a buffer of the oneor more engine controllers can happen on a continuous or rolling basis.Likewise, a portion of the data file can be retrieved or pulled from thebuffer based at least in part on the available bandwidth of a particulartransmission frame, divided into transmission payloads, packed into theavailable bandwidth of the particular transmission frame, andtransmitted over the serial databus on a continuous or rolling basis.Accordingly, a plurality of transmission frames having portions of thedata file can be transmitted over the serial databus on a continuous orrolling basis. As such, for each transmission frame of a transmissionschedule for the serial databus, the process of retrieving a portion ofdata of the data file from the buffer, dividing the portion intotransmission payloads, packing the transmission payloads into theavailable bandwidth of a particular transmission frame, and transmittingthe transmission frame over the serial databus is repeated.Collectively, the received transmission frames as well as other datarecorded by the bus recorder are denoted as bus data.

In some embodiments, the data recorder can be positioned in anaccessible area of the vehicle, such as e.g., the cockpit or avionicsbay of an aircraft. Advantageously, by transmitting the data file to therecorder positioned in a more accessible area, the transmitted data canbe accessed more easily. For instance, instead of retrieving the datafrom the one or more engine controllers located under the cowl of anengine, the data can be retrieved from a more accessible area, e.g., thecockpit or avionics bay of an aircraft. This can greatly speed up thedata download process, for example.

In some embodiments, the data received and stored on the bus recordercan be transmitted to a remote station, such as a ground station, anaval station, an air station, a space station, some combinationthereof, etc. For instance, a wireless communication unit of the vehiclecan be communicatively coupled with the bus recorder. The bus data, or acollection of the plurality of frames, can be routed in whole or in partto the wireless communication unit and the wireless communication unitcan wirelessly transmit the bus data to the remote station. In somealternative embodiments, the bus recorder and/or communication unit ofthe vehicle can include means for wired transmission of the bus data,e.g., to a remote or portable station.

Once the bus data is received by the remote station, a remote computingdevice of the remote station can reconstitute the data file generated bythe one or more engine controllers onboard the vehicle. That is, thedata file can be reconstructed. The data file can be reconstituted bythe remote computing device by extracting the transmission payloads fromthe data words of each transmission frame and sequentially building backup or reconstructing the binary transmission payloads into areconstituted data file. In some example embodiments, an onboardcomputing device of the vehicle can receive the bus data andreconstitute the data file onboard the vehicle. Further, in some exampleembodiments, the remote computing device of the remote station and/orthe onboard computing device of the vehicle can decode the reconstituteddata file. That is, one or more of the computing devices can decode thereconstituted data file to render a human-readable file. Thereconstituted and decoded data file can be made available forvisualization, analysis, archiving, etc.

The systems and methods according to example aspects of the presentdisclosure provide an ability to send large data files over a serialdatabus without affecting operation of current vehicle systems. Forinstance, in one example aspect, the systems and methods provide anability to transmit CEOD over an ARINC429 databus in addition to thedata being sent to the engine interface unit of the aircraft.Particularly, the systems and methods of the present disclosure providea novel manner in which a large data file is divided into relativelysmall-bit sized transmission payloads and packed into a transmissionframe having available bandwidth. The data related to the data file canbe assigned labels indicating that the data in the transmission frame isrelated to the data file and the existing vehicle equipment can thusreadily ignore such data. A bus recorder is added to the existing systemto “listen in” and record data transmitted over the serial databus. Thedata recorded by the bus recorder can then be transmitted from thevehicle to a suitable destination, e.g., a ground station. The systemsand methods according to example aspects of the present disclosure havea technical effect of transmitting data over a serial databus usingavailable bandwidth that was previously thought to be unavailable due tolack of spare labels, legacy equipment not being able to record suchdata, and the variable size of such data files, e.g., the variable sizeof CEOD. Further, transmitting data from an originating computing deviceto a bus recorder can move the data to a more accessible area, e.g.,from under the cowl of an engine to an avionics bay. Moreover, thecomputing devices generating such data files need not include extensivememory devices as the data can be transmitted to a location where memorydevices are more suitably stored, e.g., in an avionics bay, cockpit, orcargo hold instead of under the cowl of an engine. The systems andmethods of the present disclosure have other suitable technical effectsas well.

FIG. 1 provides a schematic view of an example data acquisition system100 according to example embodiments of the present disclosure. Asshown, the system 100 includes a vehicle, which in this embodiment is anaerial vehicle or aircraft 110. Although the aircraft 110 is depicted asa fixed-wing aircraft, in other example embodiments, the aircraft 110can be a rotary-wing aircraft, a smaller fixed-wing aircraft, a land-airhybrid aircraft, an unmanned aerial vehicle, or some other type ofaircraft. Moreover, the subject matter of the present disclosure mayapply to other types of vehicles, including but not limited toland-based vehicles, amphibious vehicles, watercrafts or vehicles,spacecraft, some combination thereof, etc.

As shown in FIG. 1, the aircraft 110 includes a fuselage 112, one ormore engine(s) 114, and a cockpit 116. The cockpit 116 can include aflight deck having various instruments and flight displays. The engines114 provide propulsion of and/or on-board power generation for theaircraft 110. The engines 114 can be gas turbine engines, such as e.g.,a jet turbine engine, turboprop engine, turbofan engine, a turbo shaftengine, or any other suitable engine, including piston enginepropellers. A gas turbine engine can include a fan and a core arrangedin flow communication with one another. Additionally, the core of thegas turbine engine generally includes, in serial flow order, acompressor section, a combustion section, a turbine section, and anexhaust section. In operation, air is provided from the fan to an inletof the compressor section where one or more axial compressorsprogressively compress the air until it reaches the combustion section.Fuel is mixed with the compressed air and burned within the combustionsection to provide combustion gases. The combustion gases are routedfrom the combustion section to the turbine section. The flow ofcombustion gases through the turbine section drives the turbine sectionand is then routed through the exhaust section, e.g., to atmosphere.

As further shown in FIG. 1, the aircraft 110 includes one or morecomputing devices associated with the engines 114. For this embodiment,the computing devices are electronic engine controllers 118 (EEC)equipped with Full Authority Digital Engine Control (FADEC) or a FADECsystem. Each engine 114 has an associated EEC 118. The FADEC systemdynamically controls the operation of each gas turbine engine 114 andrequires minimal, if any, supervision from the pilot. Other controlsystems of the aircraft 110 can be communicatively coupled with theEECs, such as a fuel control system including one or more fuelcontrollers configured to control fuel flow to the one or more engines114.

The aircraft 110 includes an avionics bay 120 that houses one or moreavionics systems. Examples of avionics systems include communicationsystems, navigation systems, weather systems, radar systems, air trafficsystems, ground proximity warning systems, etc. In some embodiments, theavionics system can include or be in communication with a locationsystem. The location system can include a global positioning system(GPS), inertial reference systems, and the like. For this embodiment, avehicle interface unit 122 of the aircraft 110 is positioned in theavionics bay 120. The vehicle interface unit 122, which in thisembodiment is an engine interface unit, interfaces the EECs 118 withvarious other aircraft systems, such as e.g., flight management systems,display systems, flight control systems, digital control systems,throttle systems, inertial reference systems, flight instrument systems,auxiliary power systems, fuel monitoring systems, engine vibrationmonitoring systems, communications systems, flap control systems, alanding system, navigation systems, fuel control systems, as well asother systems.

The EECs 118 and the vehicle interface unit 122 are communicativelycoupled or connected via a serial databus 124. The serial databus 124can be any suitable type of serial databus. For instance, the serialdatabus 124 can be an ARINC429 databus, an ARINC629 databus, an RS422databus, a MIL-STD-1553 databus, an ARINC615 databus, an ARINC708databus, an ARINC828 databus, a CAN databus, etc. For this embodiment,the serial databus 124 is an ARINC429 databus. As will be describedherein, various parameters associated with the engines 114 can betransmitted via transmission frames of a transmission schedule over theserial databus 124 from the EECs 118 to the vehicle interface unit 122,e.g., so that such information can be utilized by various systems of theaircraft 110. For example, the parameters can include fan speed, corespeed, thrust level inputs, engine response to thrust level inputs,vibration, flameout, fuel consumption, ignition state, anti-icecapability, fuel filter state, fuel valve state, oil filter state, aswell as other parameters commonly transmitted over serial databus.

Additionally, for this embodiment, a receiver or bus recorder 126 ispositioned in the avionics bay 120. In other embodiments, the busrecorder 126 can be located in other positions on the aircraft 110, suchas e.g., the cockpit 116, a cargo hold, a cabin, on a wing, mounted tothe engine, etc. The bus recorder 126 is communicatively coupled withthe EECs 118 via the serial databus 124. Particularly, for thisembodiment, bus recorder 126 is electrically coupled with the serialdatabus 124 between the EECs 118 and the vehicle interface unit 122.That is, the bus recorder 126 is electrically coupled with the serialdatabus 124 upstream of the vehicle interface unit 122. In accordancewith example aspects of the present disclosure, the bus recorder 126 isoperable to receive and store data transmitted over serial databus 124.More specifically, as will be explained in further detail herein, thebus recorder 126 is operable to receive and store divided portions of adata file transmitted over the serial databus 124. In some embodiments,each EEC 118 has an associated bus recorder 126.

The aircraft 110 also includes one or more communication units. For thisembodiment, the aircraft 110 includes a wireless communication unit(WCU) 128. Although only one WCU is depicted in FIG. 1, it will beappreciated that the aircraft 110 can include multiple WCUs, or moregenerally, a plurality of communication units. For instance, each busrecorder 126 can have an associated WCU 128. As depicted in FIG. 1, theWCU 128 is communicatively coupled with the bus recorder 126 via acommunication link 130, and can be in communication with other systemsand devices of the aircraft 110. For instance, in some embodiments, theEECs 118 can be directly communicatively coupled with the WCU 128. TheWCU 128 can be located in any suitable location on the aircraft 110.

Generally, the EECs 118 can record continuous engine operating data(CEOD) and other sensed, calculated, or predicted parameters associatedwith the engines 114 during operation and such data can be transmittedover serial databus 124 to the bus recorder 126. The data can berecorded by bus recorder 126 and transmitted over the communication link130 to WCU 128. The bus recorder 126 and the WCU 128 can communicateover communication link 130 using wireless and/or wired communications.In some embodiments, the communication with the bus recorder 126 and theWCU 128 can be one-way communication (e.g., the bus recorder 126 to theWCU 128). In some embodiments, the communication with the bus recorder126 and the WCU 128 can be two-way communication.

The WCU 128 can communicate (e.g., transmit, send, push, etc.) the datato a remote station via, for instance, an antenna of WCU 128. For thisembodiment, the remote station is a ground station 150. In otherembodiments, however, the remote station can be any suitable stationpositioned remote from the air station or aircraft 110. In someembodiments, the remote station can be a naval station, another airstation, a space station, etc. The WCU 128 can communicate usingwireless communication. The wireless communication can be performedusing any suitable wireless technique and/or protocol. For example, theWCU 128 can communicate wirelessly using peer-to-peer communications,network communications, UHF, VHF, cellular-based communications,satellite-based communications, etc. For instance, as shown in FIG. 1,the WCU 128 can communicate with the ground station 150 via a VHFtechnique and/or via a UHF SATCOM utilizing one or more satellites 152.As further examples, the wireless communications can be performed usingWi-Fi, Bluetooth, ZigBee, etc., particularly when the aircraft 110 is onor near the ground.

The data acquisition system 100 also includes ground station 150. Theground station 150 includes one or more ground transceivers 154 (e.g., asatellite dish and/or cellular tower as shown in FIG. 1) and one or moreground computing devices 156 communicatively coupled thereto. The groundtransceiver 154 is operable to receive data communications transmittedfrom the aircraft 110. The data communications can be routed to theground computing device 156. As will be explained in greater detailherein, the ground computing device 156 is operable to receive the datacommunications and reconstitute the data, e.g., reconstruct the datafile generated by one or more of the EECs 118. Further, the groundcomputing device 156 is operable to decode the reconstituted orreconstructed data file. In this way, the ground computing device 156can render or output a human-readable file.

FIG. 2 provides another schematic view of the data acquisition system100. An example manner in which ground station may acquire data via thedata acquisition system 100 will now be provided. As the engine operatesand produces thrust for propulsion of the aircraft 110, EEC 118 recordsdata relating to the engine 114, e.g., CEOD. More particularly, theengine 114 can include one or more sensors 132 that record variousparameters relating to the engine 114, such as e.g., fan speed, corespeed, temperatures at various stations along the core air flowpath,etc. For instance, as shown in FIG. 2, the engine 114 includes a firstsensor S1, a second sensor S2, and so on to the Nth Sensor. Signals fromthe sensors S1, S2, SN can be routed to the EEC 118 and processed. TheEEC 118 can then calculate or predict other parameters, such as exhaustgas temperature, mass flow at various stations of the engine 114, stallmargin remaining, etc. The sensed, calculated, and predicted parameterscan then be used to generate a binary data file 170 indicative of theCEOD, or continuous operating data. Particularly, the EEC 118 generatesthe binary data file 170 indicative of the CEOD.

Once the binary data file 170 is generated by the EEC 118, the binarydata file 170 is stored in a buffer 134 or storage device of the EEC118. In some embodiments, the EEC 118 writes the binary data file 170 tothe buffer 134 on a continuing or rolling basis. In yet otherembodiments, the EEC 118 writes the binary data file 170 to the buffer134 at a predetermined interval, such as e.g., every 12 milliseconds,every 25 milliseconds, or every second.

FIG. 3 provides a diagram of an example manner in which the data file170 can be stored or written to the buffer 134. As shown in FIG. 3, thebuffer 134 is a circular buffer. That is, as data is written to thebuffer 134, i.e., stored in the buffer 134, old data is overwritten. Adata file function of the EEC 118 (FIG. 2), which for this embodiment isCEOD function 136, generates the data file 170 and writes the data file170 to the buffer 134. In the depicted embodiment of FIG. 3, the CEODfunction 136 moves from left to right overwriting old data with new dataof the data file, hence the “RECENT” and “OLD” designations. The currentrecord of the file being written to the buffer 134 is shown andrepresents the point at which new data is written over the old datastored in the buffer 134. As will be explained further below, atransmission payload function 138 of the EEC 118 retrieves or pulls aselectively-sized portion of the data based at least in part on adetermined available bandwidth of a particular transmission frame of atransmission schedule for the serial databus 124 (FIG. 2).

FIG. 4 provides an example transmission schedule 180 for the serialdatabus 124 (FIG. 2). As shown, the transmission schedule 180 includes aplurality of transmission frames 182, which are organized by columns inthe transmission schedule 180 of FIG. 4. Although the transmissionschedule 180 of FIG. 4 is shown having 21 columns of transmission frames182, the transmission schedule 180 can have any suitable number oftransmission frames. Each transmission frame 182 has a plurality ofassociated slots 184, which are organized by rows in the transmissionschedule 180 of FIG. 4. Although the transmission schedule 180 of FIG. 4is shown having 20 rows of slots 184, the transmission schedule 180 canhave any suitable number of transmission frames, such as e.g., 40 rowsof slots 184. Each transmission frame 182 can correspond to a time stepor refresh period of the EEC 118 (FIG. 2). For example, eachtransmission frame 182 can correspond to about 12 milliseconds.

For a given transmission frame 182, some of the slots 184 include datawords packed into or allocated therein and some of the slots includezeros (0) or nulls. The data words, represented by numeric labels inFIG. 4, are indicative of a particular parameter sensed by one or moreof the sensors 132 of the engine 114 (e.g., S1, S2, SN) or calculated,or predicted by the EEC 118 (FIG. 2). For example, the label “300” ofTransmission Frame 0: Slot 1 can correspond to a first parameter, thelabel “112” of Transmission Frame 1: Slot 1 can correspond to a secondparameter, the label “167” of Transmission Frame 2: Slot 1 cancorrespond to a third parameter. As shown, the first parametercorresponding to label “300” repeats or is provided every fourthtransmission frame, the second parameter corresponding to label “112”repeats or is provided every other transmission frame, and the thirdparameter corresponding to label “167” repeats or is provided everyfourth transmission frame. Moreover, for the allocated slots 184, thelabels do not successively repeat within a particular transmissionframe. Notably, the data words allocated to the slots 184 shown in FIG.4 are destined to be transmitted over serial databus 124 (FIG. 2) andreceived by vehicle interface unit 122 (FIG. 2). Such data words arethen processed by the vehicle interface unit 122 and routed to variousaircraft systems 140, such as Aircraft System 1, Aircraft System 2, andso on to the Nth Aircraft system as shown in FIG. 2.

Notably, with reference still to FIG. 4, some slots 184 of eachtransmission frame 182 do not include data words packed or allocatedtherein. Rather, they are null or unused slots. Thus, serial databus 124has unused bandwidth or spare bandwidth capacity. In accordance withexample aspects of the present disclosure, the EEC 118 (FIG. 2) isconfigured to determine an available bandwidth of a transmission framefor the serial databus 124 and allocate data to the unused slots 184,which are shaded in FIG. 4. For example, as depicted in FIG. 4, forTransmission Frame 0, Slots 11 to 20 are unused. Thus, 10 slots areunused in Transmission Frame 0. For Transmission Frame 4, Slots 9 to 20are unused. Thus, 12 slots are unused in Transmission Frame 4. ForTransmission Frame 17, Slots 4 to 20 are unused. Thus, 17 slots areunused in Transmission Frame 17. As shown, other transmission frames 182have available bandwidth as well. Notably, the unused bandwidth of eachtransmission frame can vary. In addition, for this embodiment, a dataword having up to 32 bits can be packed or allocated within a givenslot. In some embodiments, each data word has between 19 and 23 bitsavailable for use or for transmission of a particular transmissionpayload. An example data word is provided below.

FIG. 5 provides a diagram of an example data word 190 in accordance withan example embodiment of present disclosure. As shown, the data word 190includes a number of fields, including (from right to left): a labelfield (Label) occupying 8 bits, a source/destination identifier field(SDI) occupying 2 bits, a data field (Data) that can occupy 19 bits, asign/status matrix field (SM) occupying 2 bits, and a parity field (P)occupying 1 bit. The label field (Label) contains a label expressed inan octal format and identifies the data type. Portions of the labelfield are shown in the transmission schedule 180 of FIG. 4. Thesource/destination identifier field (SDI) can indicate the intendedreceiver (e.g., the bus recorder 126 of FIG. 2) or the transmittingsystem (e.g., the EEC 118 of FIG. 2). The sign/status matrix field (SM)can be used for a variety of purposes, such as e.g., to indicate whetherthe data is correct, valid, missing, etc. The parity field (P) canindicate whether the data word 190 has been damaged or garbled duringtransmission. Notably, the data field has available bits for receivingdata, such as a transmission payload 174 as will be explained in detailherein. Depending on whether the SDI and SM fields are available, theavailable bits per data word 190 may be between 19 and 23 bits. It willbe appreciated that the present disclosure is not limited to 32-bit datawords having between 19 and 23 bits available per data word. Rather, thepresent disclosure applies to data words having other suitable bitsizes, e.g., 64 bits, and data words having other suitable amounts ofavailable bits. Thus, data words having more or less than 32 total bitsand less than 19 or greater than 23 available bits can be applied to orincorporated into the teachings disclosed herein without deviating fromthe scope of the present disclosure.

Returning to FIG. 4, the EEC 118 (FIG. 2) determines the availablebandwidth by determining the number of slots available in a particulartransmission frame 182 and can thus determine how many bits areavailable for transmitting data. For example, as 10 slots are unused inTransmission Frame 0, the EEC 118 can determine that 190 or 230 bits areavailable for transmission of the data file, depending on how many bitsof each data word 190 (FIG. 5) are available. For instance, if 19 bitsper data word are available (i.e., the SDI and SM fields are unavailablefor use), 190 bits of data is the available bandwidth of TransmissionFrame 0. If 23 bits per data word are available (i.e., the SDI and SMfields are both available for use), 230 bits of data is the availablebandwidth of Transmission Frame 0. If some of the bits of the SDI and SMdata fields are available in some data words and not others, the EEC 118can make this determination and thus the available bandwidth ofTransmission Frame 0 can be between 190 and 230 bits of data in someembodiments. The EEC 118 can determine the available bandwidth for eachtransmission frame 182 of the transmission schedule 180 in the mannerdescribed above. Generally, a greater number of slots available in aparticular frame correlates with a greater bandwidth capacity of thetransmission frame for transmitting a portion of the data file 170 (FIG.2) generated by the EEC 118. In contrast, fewer slots available in aparticular frame correlates with less bandwidth capacity of thetransmission frame for transmitting a portion of the data file 170generated by the EEC 118.

FIG. 6 provides a flow diagram for retrieving, dividing, and allocatingportions of the data file 170 in accordance with an example embodimentof present disclosure. In particular, after the EEC 118 (FIG. 2)determines the available bandwidth of a given transmission frame 182 forthe serial databus 124 (FIG. 2), the EEC 118 retrieves aselectively-sized portion 172 of the data file 170 based at least inpart on the available bandwidth of the transmission frame 182. Forinstance, continuing with the example above, the EEC 118 can determinethat the available bandwidth for Transmission Frame 0 (FIG. 4) is 190bits (assuming that 19 bits per data word are available for use). Thatis, 10 slots of Transmission Frame 0 are available for a data word to bepacked therein and each data word has 19 bits available for data; thus,190 bits are available to transmit during Transmission Frame 0, orstated mathematically: (1 data word/available slot*10 available slots*19bits/data word=190 bits). Accordingly, for Transmission Frame 0, the EEC118 (or more particularly the transmission payload function 138 (FIG. 3)retrieves the selectively-sized portion 172 of the data file 170. Inthis example, the selectively-sized portion 172 of the data file 170 is190 bits. Thus, the transmission payload function 138 (FIG. 3) of theEEC 118 pulls or retrieves 190 bits of data from the buffer 134.

Once the selectively-sized portion 172 of the data file 170 is retrievedor pulled from the buffer 134, the transmission payload function 138(FIG. 3) of the EEC 118 divides or splits the retrievedselectively-sized portion 172 of the data file 170 into transmissionpayloads 174. For instance, as shown in FIG. 6, the retrievedselectively-sized portion 172 of the data file 170 is divided intoTransmission Payload 1, Transmission Payload 2, and so on to the NthTransmission Payload N. Generally, the retrieved selectively-sizedportion 172 of the data file 170 is divided into transmission payloads174 based on the available bits of each data word to be transmitted inthe transmission frame. In this example, the selectively-sized portion172 (containing 190 bits of data) is divided or split into 10transmission payloads each containing 19 bits of data from the retrievedportion 172 of the data file 170.

Once the selectively-sized portion 172 of the data file 170 is dividedinto transmission payloads 174, the divided transmission payloads 174are allocated or packed into available slots 184 of the transmissionframe. For instance, as shown in FIG. 6, the transmission payloads areallocated or packed into available slots of the transmission frame.Particularly, Transmission Payload 1 is allocated or packed intoAvailable Slot 1, Transmission Payload 2 is allocated or packed intoAvailable Slot 2, and Transmission Payload N is allocated or packed intoAvailable Slot N. Continuing with the example above, for TransmissionFrame 0 of the transmission schedule 180 of FIG. 4, Available Slot 1corresponds with Slot 11 of the transmission schedule 180, AvailableSlot 2 corresponds with Slot 12 of the transmission schedule 180, andAvailable Slot N corresponds with Slot 20 of the transmission schedule180.

In some embodiments, prior to allocating or packing the transmissionpayloads into available slots, the transmission payloads are loaded intorespective data words, which are then allocated or packed into theavailable slots of the transmission frame. Thus, in some embodiments,each transmission payload forms a portion of a data word. For instance,as shown in FIG. 5, the transmission payload 174 is shown being loadedinto the example data word 190. Further, a label can be assigned to eachdata word 190 based at least in part on the data being loaded into thedata field of the data word 190. Thus, each data word 190 having atransmission payload loaded therein has an assigned label. The label,among other things, can indicate that the transmission payload 174 ordata word 190 is associated with the data file 170 (FIG. 2). Moreover,the source/destination identifier field (SDI) can indicate the intendedreceiver as the bus recorder 126 (FIG. 2). Accordingly, the data file170 can be reconstituted and decoded more readily and in a moreefficient manner as will be explained in detail herein.

FIG. 7 provides another view of the example transmission schedule 180for the serial databus 124 (FIG. 2) depicting data words allocated orpacked into the available slots of Transmission Frame 0. In FIG. 7, thedata words are represented by the label of the data word. As shown, thedata words are allocated or packed into the available slots, which areSlots 11-20 of Transmission Frame 0. Notably, the bandwidth ofTransmission Frame 0 is maximized as no available bandwidth remains.

Further, as shown, the labels indicating the transmission payload isassociated with the data file are allocable into more than one of theavailable slots of the transmission frame. For instance, as shown inFIG. 7, Transmission Frame 0 includes some labels that repeat multipletimes, such as e.g., Label 122 in Slots 11 and 12, Label 123 in Slots 13and 14, and Label 125 in Slots 16, 17, and 18. Conventionally, a labelof a data word would not be repeated more than once in a singletransmission frame because vehicle interface units typically require onelabel per transmission frame for processing and distribution of the datato various aircraft systems and the like for controlling the vehicle. Inaccordance with example aspects of the present disclosure, the busrecorder 126 (FIG. 2) is operable to “listen in” on the serial databus124 and record the data transmitted over the serial databus 124. The busrecorder 126 can receive and record/store data from transmission frameswith repeating labels as the bus recorder 126 is not constrained orlimited in the same way that vehicle interface units are typicallylimited.

Further, in some example embodiments, one or more of the data wordsallocated or packed into an available slot of a given transmission framecan include a counter payload indicating a count of the transmissionframe. The counter payload can be included as part of the label field,the data field, or some other suitable field of a given data word. Byway of example, as shown in FIG. 8, a portion of a transmission schedule180 depicting various transmission frames 182 is provided. As shown, forTransmission Frame 0, a plurality of data words are packed into slotsand are destined for the vehicle interface unit 122 (FIG. 2). Forexample, the data within these slots can be the data within Slots 1-10of the Transmission Frame 0 of FIGS. 4 and 7. The first data word packedinto the first available slot of Transmission Frame 0 includes a sync orcounter payload, indicated by Count 0, which corresponds withTransmission Frame 0. Similarly, for Transmission Frame 1, the firstdata word packed into the first available slot of Transmission Frame 1includes a sync or counter payload, indicated by Count 1, whichcorresponds with Transmission Frame 1. The first data word of eachtransmission frame that is associated with the data file 170 canlikewise include a counter payload up to the Nth transmission frame ofthe transmission schedule. This may facilitate reconstituting anddecoding of the data file, for example. In other embodiments, thecounter payload can be included at the end or in the last slot of agiven transmission frame.

In yet other example embodiments, one or more of the data words caninclude a counter payload indicating a transmission payload count. Thecounter payload can be included as part of the label field, the datafield, or some other suitable field of a given data word. By way ofexample, as shown in FIG. 9, a portion of a transmission schedule 180depicting various transmission frames 182 is provided. As shown, forTransmission Frame 0, a plurality of data words are packed into slotsand are destined for the vehicle interface unit 122 (FIG. 2). Forexample, the data within these slots can be the data within Slots 1-10of the Transmission Frame 0 of FIGS. 4 and 7. The first data word packedinto the first available slot of Transmission Frame 0 is labeled asTransmission Payload 1 and Transmission Payload 1 includes a sync orcounter payload, indicated by Count 1, which corresponds with the startof the transmission payload count. Similarly, for Transmission Frame 1,the first data word packed into the first available slot of TransmissionFrame 1 is labeled as Transmission Payload 1 and Transmission Payload 1includes a sync or counter payload, indicated by Count 11, whichcorresponds with the transmission payload count. For this example, 10transmission payloads were transmitted over serial databus 124 (FIG. 2)via Transmission Frame 0, and thus, the first data word packed into thefirst available slot of Transmission Frame 1 is counted as the 11thtransmission payload. In a similar manner, for Transmission Frame 2, thefirst data word packed into the first available slot of TransmissionFrame 2 is labeled as Transmission Payload 1 and Transmission Payload 1includes a sync or counter payload, indicated by Count 21, whichcorresponds with the transmission payload count. For this example, 10transmission payloads were transmitted over serial databus 124 viaTransmission Frame 0 and 10 transmission payloads were transmitted overserial databus 124 via Transmission Frame 1, and thus, the first dataword packed into the first available slot of Transmission Frame 2 iscounted as the 21st transmission payload. The count can continue withsubsequent transmission frames. Counting the transmission payloads inthe manner described above may facilitate reconstituting and decoding ofthe data file at a later time, for example.

In other embodiments, the counter or sync payload indicating thetransmission payload count or the transmission frame can be included atother intervals. For instance, a counter payload can be included in adata word at the beginning and/or end of each transmission schedule,e.g., at the end of the 21 transmission frames of the transmissionschedule 180 in FIGS. 4 and 7. The counter payload can be indicative ofthe transmission schedule, for example.

With reference now to FIG. 2, once the data words or transmissionpayloads are allocated or packed into the available slots of thetransmission frame, the transmission frame is transmitted over theserial databus 124 and is received by the bus recorder 126. The vehicleinterface unit 122 and the bus recorder 126 both receive thetransmission frame transmitted over the serial databus 124. As will beappreciated, the process of retrieving a selectively-sized portion ofthe data file 170 based at least in part on the determined availablebandwidth of a given transmission frame, dividing the selectively-sizedportion of the data file 170 into transmission payloads, loading thetransmission payloads into data words and assigning a label thereto, andallocating or packing the data words into an available slot of the giventransmission frame can be repeated for each transmission frame of thetransmission schedule. For instance, the process can be repeated every12 milliseconds.

The vehicle interface unit 122 can receive the transmission frame andextract the labels or data words associated with parameters necessary tooperate the vehicle 110, e.g., the data from Slots 1-10 of TransmissionFrame 0 of the transmission schedule 180 of FIGS. 4 and 7. In someembodiments, the vehicle interface unit 122 is operable to ignore thedivided transmission payloads (or the data words associated with thedivided transmission payloads) allocated into the available slots of thetransmission frame. The vehicle interface unit 122 can readily ignorethe slots of the transmission frame associated with data from the binarydata file 170. For instance, the vehicle interface unit 122 canrecognize the labels of Slots 11-20 of Transmission Frame 0 of thetransmission schedule 180 of FIGS. 4 and 7 as being associated with thebinary data file 170. Additionally or alternatively, the vehicleinterface unit 122 can recognize or determine that thesource/destination identifier field (SDI) indicates the bus recorder 126as the intended receiver. Accordingly, normal operation of vehicleinterface unit 122, and more broadly vehicle 110, is not interrupted bythe bus recorder 126 or usage of the available bandwidth of the serialdatabus 124.

As noted above, the bus recorder 126 receives the transmission frametransmitted over the serial databus 124 and can store the transmissionframe in a memory device of the bus recorder 126. More particularly, thebus recorder 126 receives the plurality of transmission frames of thetransmission schedule transmitted over the serial databus 124 and canstore the transmission frames in a memory device of the bus recorder126. The plurality of transmission frames of the transmission schedule180 can be continuously transmitted over the serial databus 126 and arereceived by the bus recorder 126. In some embodiments, the bus recorder126 can store all of the data transmitted over the serial databus 124,i.e., the data of each data word of each transmission frame. In yetother embodiments, the bus recorder 126 can be selective as to the datait records. For instance, the bus recorder 126 can record only the dataassociated with the CEOD data file 170, e.g., by recognizing theassociation of the label or the SDI field indicating the bus recorder126 as the intended receiver of the data. Additionally or alternatively,the bus recorder 126 can commence recording data upon recognizing acount or sync label. Once the bus recorder 126 recognizes the count orsync label, the bus recorder 126 can record the remainder of the data ofthe data words within the transmission frame and may stop recordinguntil a count label is recognized in the next transmission frame. Insome embodiments, the vehicle 110 (FIG. 1) or the bus recorder 126itself can timestamp or provide a counter that stamps or organizes thedata periodically. In this way, reconstitution and decoding the datafile at a later time and place, e.g., at a ground station, can beaccomplished more easily.

The data received and stored/recorded in the bus recorder 126 can betransmitted or otherwise downloaded to other sources in a number ofsuitable ways. For instance, the data recorded by the bus recorder 126can be wirelessly transmitted, e.g., to ground station 150, to anotheraircraft or vehicle, etc. For example, the data recorded by the busrecorder 126 can be wirelessly transmitted in-flight over SATCOM and/orAir to Ground (ATG) technology. As another example, the data recorded bythe bus recorder 126 can be wirelessly transmitted post-flight over acellular, Wi-Fi, and/or Bluetooth network.

By way of example, as shown in FIG. 2, the WCU 128 is operable totransmit the plurality of transmission frames (collectively bus data176) to the ground station 150. As depicted, for this embodiment, theWCU 128 includes a radio frequency (RF) interface 142 and an antenna144. In other example embodiments, the antenna 144 is located in anothersuitable location on the aircraft 110. The RF interface 142 iscommunicatively coupled with the antenna 144 via an RF cable 146. Insome embodiments, bus data 176 recorded by bus recorder 126 istransmitted to WCU 128 via communication link 130 to RF interface 142.The bus data 176 is routed along RF cable 146 to antenna 144. Theantenna 144 then transmits the bus data 176 wirelessly. As shown, thebus data 176 can be wirelessly transmitted to the ground station 150 andreceived by ground transceiver 154. The bus data 176 can then be routedto ground computing device 156, which may be a plurality of computingdevices.

In some example embodiments, the ground computing device 156 receivesthe bus data 176 recorded by the bus recorder 126 and reconstitutes thedata file 170 based at least in part on the bus data 176. That is, theground computing device 156 reconstructs the data file 170 based atleast in part on the bus data 176. For instance, reconstituting the datafile 170 can include extracting the transmission payloads from the datawords of each of the plurality of transmission frames. Reconstitutingthe data file 170 can also include sequentially constructing thetransmission payloads into a reconstituted data file, which as notedpreviously, can be a binary data file indicative of CEOD. The groundcomputing device 156 can use the payload counters of the data tofacilitate organization and reconstituting of the bus data 176. The busdata 176 can also include metadata, communication logs, error logs, etc.and the ground computing device 156 can utilize this to reconstitute thedata file 170.

FIG. 10 provides a block diagram depicting an example manner in whichthe bus data 176 can be reconstituted in accordance with an exampleembodiment of the present disclosure. As shown, the transmissionpayloads 174 are first extracted or pulled from the data fields andpotentially other fields of the data words of the transmission frames ofthe bus data 176, denoted as TF 0, TF 1, and TF N. The transmissionpayloads of each transmission frame are then collected together intoframe packets 175. The frame packets 175 are then sequentially addedtogether to form the reconstituted data file 178. In some embodiments,the transmission payloads 174 need not be collected together as framepackets 175; rather, the extracted transmission payloads 174 can bedirectly written to the reconstituted data file 178.

With reference now to FIGS. 2 and 10, in some further embodiments, theground computing device 156 is configured to decode the reconstituteddata file, e.g., based at least in part the plurality of transmissionframes or bus data 176 transmitted to the ground station 150 by thecommunication unit of the vehicle 110 to render a human-readable file.For instance, like the binary data file 170 generated by the EEC 118,the reconstituted data file 178 is also a binary data file 170. Thereconstituted data file 178 is thus generally only a machine readablefile. To make the reconstituted data file 178 more useful, the groundcomputing device 156 decodes the reconstituted data file, e.g., toconvert the binary numbers into human-readable values, units, etc. Theground computing device 156 can decode the reconstituted data file 178using any suitable technique. In some embodiments, the reconstituteddata file 178 can be sent to a downstream or end user, and thedownstream or end user can decode the reconstituted data file 178. Bydecoding the reconstituted data file 178, the reconstituted and decodeddata file can be made available for visualization, analysis, archiving,etc.

Additionally or alternatively, the bus data 176 recorded by the busrecorder 126 can be transmitted via one or more wired connections, e.g.,to a portable maintenance access terminal (PMAT). Particularly, in someembodiments, the bus recorder 126 can include an interface forcommunicating with one or more PMATs 160. The access terminal can beimplemented, for instance, on a laptop, tablet, mobile device, or othersuitable computing device. The interface can be, for instance, a GroundSupport Equipment (GSE) interface 162 or other suitable interface. ThePMAT 160 can be used by maintenance professionals to retrieve data fromthe bus recorder 126, among other possible tasks. For instance, the PMAT160 can be used to calibrate, troubleshoot, initialize, test, etc. thebus recorder 126. The PMAT 160 can itself be used to reconstitute and/ordecode the bus data 176 or the PMAT 160 can be used as intermediarybetween the bus recorder 126 and other computing devices configured toprocess the bus data 176. As noted previously, in some embodiments, thebus recorder 126 is positioned within the cockpit 116 or the avionicsbay 120 of the aircraft 110. In this way, the bus recorder 126 is moreaccessible for the PMAT 160 to connect thereto. That is, wiresconnecting the PMAT 160 with the bus recorder 126 need not be runthrough the cowl of the engine 114 and can be connected to the busrecorder 126 and a more open area. In yet other embodiments, the busrecorder 126 is a removable media that can be easily removed from thevehicle 110, transported to a download location, and returned to itsposition onboard the vehicle 110. In this way, no devices or wires needbe wired to the bus recorder 126 while it is onboard the vehicle 110.

FIG. 11 provides a flow diagram of an example method (400) fortransmitting a data file over a serial databus. The method (400) of FIG.11 can be implemented using, for instance, the various components ofsystem 100 of FIGS. 1 and 2. FIG. 11 depicts steps performed in aparticular order for purposes of illustration and discussion. Those ofordinary skill in the art, using the disclosures provided herein, willunderstand that various steps of any of the methods disclosed herein canbe modified in various ways without deviating from the scope of thepresent disclosure.

At (402), the method (400) includes generating, by one or more computingdevices positioned onboard a vehicle, a data file. For instance, the oneor more computing devices can be the EECs 118 of the aircraft 110 ofFIG. 1. The EECs 118 can receive one or more sensor inputs from sensors(e.g., S1, S2, SN of FIG. 2) positioned onboard the one or more engines114 of the aircraft 110. The EECs 118 can generate a data file based atleast in part on the one or more sensor inputs. For example, the EECs118 can generate continuous engine operation data, or CEOD, based atleast in part on the one or more sensor inputs.

At (404), the method (400) includes storing, by the one or morecomputing devices, the data file in a storage device of the one or morecomputing devices. For instance, the EEC 118 can store the data file ina storage device of the EEC 118. The storage device can be buffer 134,for example. The buffer 134 can be a circular buffer. As shown in FIG.3, the EEC 118 can continuously store or write data to the buffer 134,e.g., via CEOD function 136. As the CEOD function 136 writes the datafile 170 to the buffer 134, the new data being written to the buffer 134can overwrite old data previously written to the buffer 134.

At (406), the method (400) includes determining, by the one or morecomputing devices, an available bandwidth of a transmission frame for aserial databus. For example, with reference to FIG. 4, the transmissionschedule 180 includes 21 transmission frames organized by columns and 20slots per transmission frame. The slots are organized by rows. Each slotof each transmission frame is configured to receive a data word. Thedata word has a predetermined number of bits. Specifically, the dataword has a number of bits available for data transmission. For example,a data word can have 19 bits available for data to be loaded into thedata word, e.g., in the data field of the data word. As another example,the data word can have 23 bits available for data to be loaded into thedata word. As yet another example, the data word can have between 19 and23 bits available for data to be loaded into the data word. In someimplementations, determining the available bandwidth for a particulartransmission frame for a serial data bus includes determining the numberof available slots and determining the number of available bits per dataword. For example, with reference to Transmission Frame 8 of thetransmission schedule 180 of FIG. 4, 15 slots are available (i.e., Slots6 to 20). Supposing that each data word has 23 bits available, the EEC118 can determine that Transmission Frame 8 has 345 bits of availablebandwidth. This same process can be utilized to determine the bandwidthfor each transmission frame of the transmission schedule.

At (408), the method (400) includes retrieving, by the one or morecomputing devices, a selectively-sized portion of the data file based atleast in part on the available bandwidth of the transmission frame. Forinstance, the selectively-sized portion of the data file 170 retrievedfrom the buffer 134 of the EEC 118 can be the determined availablebandwidth of the transmission frame. Continuing with the example above,for Transmission Frame 8, the determined available bandwidth was 345bits. Accordingly, the selectively-sized portion of the data fileretrieved from the buffer 134 is 345 bits. In some implementations,however, the selectively-sized portion of the data file retrieved fromthe buffer 134 can be less than the available bandwidth determined. Forexample, it may be undesirable to load the serial databus at fullcapacity in some instances or some of the available bandwidth can beused for other purposes, such as e.g., using the available bandwidth fora counter payload or the like. As shown best in FIG. 3, theselectively-sized portion of the data file 170 can be retrieved orpulled from the buffer 134 by the transmission payload function 138.Particularly, the transmission payload function 138 can move generallyleft to right retrieving portions of the data file 170 and can lagbehind the CEOD function 136 writing the data file 170 to the buffer134.

At (410), the method (400) includes dividing, by the one or morecomputing devices, the retrieved selectively-sized portion of the datafile into transmission payloads. For instance, as shown best in FIG. 6,the retrieved selectively-sized portion of the data file is divided intoone or more transmission payloads for a particular transmission frame.In some implementations, each transmission payload includes between 19and 23 bits. The number of transmission payloads that the portion ofretrieved data is divided is based at least in part on the availablebandwidth of the transmission frame, or more particularly, the number ofavailable slots of the transmission frame and the available bits perdata word. For example, for Transmission Frame 8, the determinedavailable bandwidth was 345 bits and each data word has 23 availablebits; thus, for Transmission Frame 8, the retrieved portion of datahaving 345 bits is divided into 15 transmission payloads.

In some implementations, after dividing, by the one or more computingdevices, the retrieved selectively-sized portion of the data file intotransmission payloads at (410), the method (400) includes loading, bythe one or more computing devices, the divided transmission payloadsinto data words. More particularly, each divided transmission payload isloaded into the data field, and in some instances, the SDI field and theSM field of the data word (see FIG. 5). Further, in someimplementations, the method (400) includes assigning, by the one or morecomputing devices, a label to each data word that indicates or isrepresentative of the data in the transmission payload. In someinstances, the label can indicate that the data word is associated withthe data file 170.

At (412), the method (400) includes allocating, by the one or morecomputing devices, the divided transmission payloads into slots of thetransmission frame. That is, the transmission payloads are packed intothe available slots of the transmission frame. In some implementations,the data words in which the transmission payloads are loaded are packedor allocated into the slots. Continuing with the example above, forTransmission Frame 8, the divided transmission payloads (or data wordsin which they are loaded) can be loaded into Slots 6-20 as shown best inFIG. 7. In Transmission Frame 8, Slots 1-5 are utilized for transmittingvarious data words relating to various parameters that are destined forthe vehicle interface unit 122 (FIG. 2), e.g., so that they can beutilized to control the aircraft 110 (FIGS. 1 and 2). Thus, TransmissionFrame 8 has one or more non-available slots having one or more datawords allocated therein. Accordingly, Slots 1-5 include data associatedwith parameters destined for the vehicle interface unit 122 (e.g., forcontrolling the aircraft 110). The data of Slots 1-5 is unrelated to thedata file 170. On the other hand, Slots 6-20 include data associatedwith the data file. As all slots of Transmission Frame 8 are utilized,the bandwidth of Transmission Frame 8 is at full bandwidth capacity.

At (414), the method (400) includes transmitting, over the serialdatabus, the transmission frame. Once the transmission frame is packedwith data associated with parameters destined for the vehicle interfaceunit 122 (e.g., Slots 1-5 of Transmission Frame 8) and with dataassociated with the data file (e.g., Slots 6-20 of Transmission Frame8), the transmission frame can be transmitted over the serial databus,e.g., an ARINC429 databus. The transmission frame can be transmittedover the serial databus in any suitable manner.

At (416), the method (400) includes receiving, at a recorder positionedonboard the vehicle and communicatively coupled with the one or morecomputing devices, the transmission frame. For instance, the recordercan be the bus recorder 126 of FIG. 2. The bus recorder 126 “listens in”and receives the transmission frame. The bus recorder 126 can thenrecord or store the transmission frame. As will be appreciated, the datafile can be continuously generated and stored or written to the buffer134 by the one or more computing devices. Then, for each transmissionframe of the transmission schedule, the one or more computing devicescan determine an available bandwidth of the given transmission frame, aselectively-sized portion of the data file is retrieved from the bufferbased at least in part on the available bandwidth for the giventransmission frame, the selectively-sized portion of the data file isthen divided into transmission payloads, the transmission payloads canbe allocated into slots of the given transmission frame (or the datawords in which the transmission payloads are loaded can be allocated orpacked into the slots), the given transmission frame is transmitted overthe serial databus, and finally, the given transmission frame isreceived by the recorder. Collectively, the received transmissionframes, and other data recorded by the recorder, is denoted as the busdata. The plurality of transmission frames of the transmission schedulecan be continuously transmitted over the serial databus and received bythe recorder.

In some implementations, the recorder is communicatively coupled with awireless communication unit. For instance, the wireless communicationunit can be the WCU 128 of FIG. 2. In such implementations, the method(400) can include storing, by the recorder, the received plurality oftransmission frames as bus data. The method (400) can also includetransmitting, via the wireless communication unit, the bus data to aground station, or more broadly, a remote station (i.e., a stationoffboard the aircraft or air station). For instance, as shown in FIG. 1,the WCU 128 can communicate with the ground station 150 via a suitableATG technique, such as e.g., a VHF technique, and/or via a UHF SATCOMtechnique utilizing satellites 152 and the satellite dish 154 as theground station transceiver or receiver. As further examples, thewireless communications can be performed using Wi-Fi, Bluetooth, ZigBee,etc., particularly when the aircraft 110 is on or near the ground.Additionally or alternatively, in yet other implementations, method(400) can also include transmitting, via a wired connection, the busdata to a remote station, such as e.g., PMAT 160.

In some implementations, the method (400) further includes receiving, bya remote computing device, the bus data. For instance, the remotecomputing device can be the ground computing device 156 of the groundstation 150 of FIGS. 1 and 2. Once the bus data is received by theremote or ground station, the method (400) can include reconstitutingthe data file based at least in part on the bus data. In this way, theground computing device 156 can render or yield a reconstituted datafile, e.g., a binary reconstituted data file indicative of the CEODgenerated by one or more EECs 118 of the aircraft 110. FIG. 10 providesan example manner in which a data file can be reconstituted.

Moreover, in some implementations, the method (400) can includedecoding, by a remote computing device, the reconstituted data file. Bydecoding the reconstituted data file, the remote computing device canrender or yield a human-readable file. By decoding the reconstituteddata file, the reconstituted and decoded data file can be made availablefor visualization, analysis, archiving, etc.

In some alternative implementations, as shown best in FIG. 2, one ormore onboard computing devices 148 positioned onboard the aircraft canbe communicatively coupled with the recorder 126. In suchimplementations, the bus data 176 can be transmitted or otherwise routedto the one or more onboard computing devices 148. The one or moreonboard computing devices 148 can then reconstitute and decode the busdata 176 to render a reconstituted and decoded human-readable data file.

FIG. 12 provides a block diagram of an example computing system 500 thatcan be used to implement methods and systems described herein accordingto example embodiments of the present disclosure. Computing system 500is one example of a suitable computing system for implementing thecomputing elements described herein. EECs 118, ground computing device156, onboard computing devices 148, computing devices of the WCU 128,and other computing devices noted herein can be constructed and operatein a similar manner as computing system 500.

As shown in FIG. 12, the computing system 500 can include one or morecomputing device(s) 502. The one or more computing device(s) 502 caninclude one or more processor(s) 504 and one or more memory device(s)506. The one or more processor(s) 504 can include any suitableprocessing device, such as a microprocessor, microcontroller, integratedcircuit, logic device, or other suitable processing device. The one ormore memory device(s) 506 can include one or more computer-readablemedia, including, but not limited to, non-transitory computer-readablemedia, RAM, ROM, hard drives, flash drives, and other memory devices,such as buffer 134.

The one or more memory device(s) 506 can store information accessible bythe one or more processor(s) 504, including computer-readableinstructions 508 that can be executed by the one or more processor(s)504. The instructions 508 can be any set of instructions that whenexecuted by the one or more processor(s) 504, cause the one or moreprocessor(s) 504 to perform operations. The instructions 508 can besoftware written in any suitable programming language or can beimplemented in hardware. In some embodiments, the instructions 508 canbe executed by the one or more processor(s) 504 to cause the one or moreprocessor(s) 504 to perform operations.

The memory device(s) 506 can further store data 510 that can be accessedby the processors 504. For example, the data 510 can include sensor datasuch as engine parameters, model data, logic data, etc., as describedherein. The data 510 can include one or more table(s), function(s),algorithm(s), model(s), equation(s), etc. according to exampleembodiments of the present disclosure.

The one or more computing device(s) 502 can also include a communicationinterface 512 used to communicate, for example, with the othercomponents of system. The communication interface 512 can include anysuitable components for interfacing with one or more network(s),including for example, transmitters, receivers, ports, controllers,antennas, or other suitable components.

FIG. 13 provides example vehicles 600 according to example embodimentsof the present disclosure. The systems and methods of the presentdisclosure can be implemented on an aircraft, helicopter, automobile,boat, submarine, train, unmanned aerial vehicle or drone and/or on anyother suitable vehicle. While the present disclosure is described hereinwith reference to an aircraft implementation, this is intended only toserve as an example and not to be limiting. One of ordinary skill in theart would understand that the systems and methods of the presentdisclosure can be implemented on other vehicles without deviating fromthe scope of the present disclosure.

Further, although the inventive aspects of the present disclosure havebeen discussed with reference to the binary data file relating to CEOD,it will be appreciated that the inventive aspects of the presentdisclosure are not limited to EEC-generated data. Rather, the binarydata file can be generated by any suitable computing device thatoriginates data on the serial data bus.

The technology discussed herein makes reference to computer-basedsystems and actions taken by and information sent to and fromcomputer-based systems. One of ordinary skill in the art will recognizethat the inherent flexibility of computer-based systems allows for agreat variety of possible configurations, combinations, and divisions oftasks and functionality between and among components. For instance,processes discussed herein can be implemented using a single computingdevice or multiple computing devices working in combination. Databases,memory, instructions, and applications can be implemented on a singlesystem or distributed across multiple systems. Distributed componentscan operate sequentially or in parallel.

Although specific features of various embodiments may be shown in somedrawings and not in others, this is for convenience only. In accordancewith the principles of the present disclosure, any feature of a drawingmay be referenced and/or claimed in combination with any feature of anyother drawing.

This written description uses examples to disclose the invention,including the best mode, and also to enable any person skilled in theart to practice the invention, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe invention is defined by the claims, and may include other examplesthat occur to those skilled in the art. Such other examples are intendedto be within the scope of the claims if they include structural elementsthat do not differ from the literal language of the claims, or if theyinclude equivalent structural elements with insubstantial differencesfrom the literal languages of the claims.

What is claimed is:
 1. A system, comprising: a vehicle, comprising: avehicle interface unit positioned onboard the vehicle; a bus recorder; adatabus; a computing device positioned onboard the vehicle andcommunicatively coupled with the vehicle interface unit and the busrecorder via the databus, the computing device configured to: generate adata file; store the data file in a buffer of the computing device;determine an available bandwidth of a transmission frame for thedatabus; retrieve a selectively-sized portion of the data file based atleast in part on the available bandwidth of the transmission frame;divide the retrieved selectively-sized portion of the data file intotransmission payloads; and allocate the divided transmission payloadsinto available slots of the transmission frame, and wherein theallocated transmission frame is transmitted over the databus and isreceived by the bus recorder.
 2. The system of claim 1, wherein thetransmission frame is one of a plurality of transmission frames of atransmission schedule transmitted to and received by the bus recorderover the databus, wherein, for each of the plurality of transmissionframes of the transmission schedule, the computing device is configuredto: determine an available bandwidth of one of the plurality oftransmission frames; retrieve a selectively-sized portion of the datafile based at least in part on the available bandwidth for the one ofthe plurality of transmission frames; divide the retrievedselectively-sized portion of the data file into transmission payloads;and allocate the divided transmission payloads into available slots ofthe one of the plurality of transmission frames, and wherein theplurality of transmission frames of the transmission schedule arecontinuously transmitted over the databus and are received by the busrecorder.
 3. The system of claim 2, wherein the vehicle furthercomprises: an onboard computing device communicatively coupled with thebus recorder, the onboard computing device configured to: receive theplurality of transmission frames; and reconstitute the data file basedat least in part on the received plurality of transmission frames. 4.The system of claim 2, further comprising: a remote station, and whereinthe vehicle further comprises a communication unit positioned onboardthe vehicle and communicatively coupled with the bus recorder, thecommunication unit operable to transmit the plurality of transmissionframes to the remote station.
 5. The system of claim 4, wherein theremote station comprises a remote computing device, wherein the remotecomputing device is configured to: receive the plurality of transmissionframes; and reconstitute the data file based at least in part on thereceived plurality of transmission frames.
 6. The system of claim 5,wherein reconstituting the data file comprises extracting thetransmission payloads from each of the plurality of transmission framesand sequentially constructing the transmission payloads into areconstituted data file.
 7. The system of claim 5, wherein the remotecomputing device is further configured to: decode the reconstituted datafile to render a human-readable file.
 8. The system of claim 1, whereineach of the transmission payloads form a portion of a data word, andwherein each of the data words has a label indicating the transmissionpayload is associated with the data file.
 9. The system of claim 8,wherein the label indicating the transmission payload is associated withthe data file is allocable into more than one of the available slots ofthe transmission frame.
 10. The system of claim 8, wherein one or moreof the data words include a counter payload indicating a count of thetransmission frame or a transmission payload count.
 11. The system ofclaim 1, wherein the vehicle is an aircraft having a cockpit and anavionics bay, and wherein the bus recorder is positioned in one of thecockpit and the avionics bay.
 12. A method, comprising: generating, byone or more computing devices positioned onboard a vehicle, a data file;storing, by the one or more computing devices, the data file in astorage device of the one or more computing devices; determining, by theone or more computing devices, an available bandwidth of a transmissionframe for a databus; retrieving, by the one or more computing devices, aselectively-sized portion of the data file based at least in part on theavailable bandwidth of the transmission frame; dividing, by the one ormore computing devices, the retrieved selectively-sized portion of thedata file into transmission payloads; allocating, by the one or morecomputing devices, the divided transmission payloads into slots of thetransmission frame; transmitting, over the databus, the allocatedtransmission frame; and receiving, at a bus recorder positioned onboardthe vehicle and communicatively coupled with the one or more computingdevices, the transmission frame.
 13. The method of claim 12, wherein thetransmission frame for the databus comprises one or more non-availableslots having one or more data words allocated therein.
 14. The method ofclaim 12, wherein the transmission frame is one transmission frame of aplurality of transmission frames of a transmission schedule, and whereinthe method further comprises: determining, for each of the plurality oftransmission frames and by the one or more computing devices, anavailable bandwidth of the transmission frame; retrieving, by the one ormore computing devices, a selectively-sized portion of the data filebased at least in part on the available bandwidth for the transmissionframe; dividing, by the one or more computing devices, the retrievedselectively-sized portion of the data file into transmission payloads;allocating, by the one or more computing devices, the dividedtransmission payloads into available slots of the transmission frame;transmitting, over the databus, the plurality of transmission frames;and receiving, at the bus recorder, the plurality of transmissionframes.
 15. The method of claim 14, wherein the bus recorder iscommunicatively coupled with a wireless communication unit, and whereinthe method further comprises: storing, by the bus recorder, the receivedplurality of transmission frames as bus data; and transmitting, via thewireless communication unit, the bus data to a remote station.
 16. Themethod of claim 15, wherein the remote station comprises a remotecomputing device, and wherein the method further comprises: receiving,by the remote computing device, the bus data; and reconstituting thedata file based at least in part on the bus data.
 17. An aircraft,comprising: an engine; one or more aircraft systems; an engine interfaceunit positioned onboard the vehicle and communicatively coupled with theone or more aircraft systems; a bus recorder; a serial databus; anengine controller having a storage device and positioned onboard thevehicle, the engine controller communicatively coupled with the engineinterface unit and the bus recorder via the serial databus, the enginecontroller configured to: generate a binary data file indicative ofcontinuous engine operating data; store the binary data file in astorage device of the engine controller; determine an availablebandwidth of a transmission frame for the serial databus; retrieve aselectively-sized portion of the binary data file based at least in parton the available bandwidth of the transmission frame; divide theretrieved selectively-sized portion of the binary data file intotransmission payloads; and allocate the divided transmission payloadsinto available slots of the transmission frame, and wherein theallocated transmission frame is transmitted over the serial databus andis received and stored by the bus recorder.
 18. The aircraft of claim17, wherein the aircraft has a cockpit and an avionics bay, and whereinthe bus recorder is positioned in one of the cockpit and the avionicsbay, and wherein the engine controller is mounted to the engine.
 19. Theaircraft of claim 17, further comprising: a communication unitcommunicatively coupled with the bus recorder, the communication unitoperable to transmit the plurality of transmission frames to a remotestation.
 20. The aircraft of claim 19, wherein the remote station isoperable to receive the plurality of transmission frames and has one ormore remote computing devices configured to: reconstitute the binarydata file based at least in part on the received plurality oftransmission frames to render a reconstituted data file; and decode thereconstituted data file to render a human-readable file.